Easy To Use Patents Search & Patent Lawyer Directory

At Patents you can conduct a Patent Search, File a Patent Application, find a Patent Attorney, or search available technology through our Patent Exchange. Patents are available using simple keyword or date criteria. If you are looking to hire a patent attorney, you've come to the right place. Protect your idea and hire a patent lawyer.

The present invention provides a hydraulic control system of a power
train for a hybrid vehicle that allows the power train of a hybrid
vehicle to implement all of two or more EV modes, two or more power split
modes, and at least three or more fixed-stage modes, with a relatively
simple configuration, and achieves satisfactory power performance of the
power train and fuel efficiency and reduce the cost of the valve body,
remove possibility of malfunction, and implements a limp home function
when a controller is broken.

1. A hydraulic control system of a power train for a hybrid vehicle,
comprising: a line pressure and lubrication pressure generating unit that
generates predetermined line pressure and lubrication pressure for
lubrication, using hydraulic pressure supplied from an oil pump; a first
reducing valve that generates first reducing pressure by decreasing the
line pressure; a second reducing valve that generates second reducing
pressure by decreasing the line pressure; a first clutch control unit
that receives the line pressure, the first reducing pressure, and the
second reducing pressure and controls a first clutch; a second clutch
control unit that receives the line pressure, the first reducing
pressure, and the second reducing pressure and controls a second clutch;
a first brake control unit that receives the line pressure, the first
reducing pressure, and the second reducing pressure and controls a first
brake; a second brake control unit that receives the line pressure, the
first reducing pressure, and the second reducing pressure and controls a
second brake; and a manual valve MV that receives the line pressure, and
supplies the line pressure to the first brake control unit, the second
brake control unit, and the first clutch control unit in a D-stage state,
and supplies the line pressure to the second brake-control unit in the
R-stage state.

2. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 1, wherein the manual valve has a D-stage port
supplying the line pressure to the first brake control unit, the second
brake control unit, and the first clutch control unit, an R-stage port
supplying the line pressure to the second brake control unit, and a D-R
check valve selectively supplying hydraulic pressure supplied from the
D-state port and the R-stage port of the manual valve to the first clutch
control unit and the second brake control unit.

3. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 2, further comprising an R-N-D static control unit
between the manual valve and the second brake control unit to relatively
rapidly supply the line pressure from the manual valve to the second
brake control unit, and relatively slowly remove the hydraulic pressure
from the second brake control unit.

4. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 3, wherein the R-N-D static control unit is disposed
between the D-R check valve and the second brake control unit, and
includes; an RND check valve that forms only a channel to the second
brake control unit from the D-R check valve; an orifice that is formed in
a channel detouring the RND check valve; and an accumulator that is
disposed between the orifice and the second brake control unit.

5. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 4, wherein the first brake control unit, the second
brake control, unit, the first clutch control unit, and the second clutch
control unit each includes: a variable force solenoid valve that
generates solenoid control pressure, using second reducing pressure
received from the second reducing valve; a pressure control valve that is
integrally formed at one side of the variable force solenoid valve and
outputs operation pressure for one corresponding operating member to
control in the first brake, the second brake, the first clutch, and the
second clutch, using the line pressure received; and a pressure switch
valve that is converted to feedback or stop a portion of the operation
pressure supplied to the corresponding operating member to control to the
pressure control valve, using the first reducing pressure received from
the first reducing valve at one side of the valve spool and the solenoid
control pressure received from the variable force solenoid valve from the
other side.

6. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 5, further comprising a second brake fail-safe valve
that includes: a first port that receives operation pressure supplied to
the first clutch, in parallel with the first clutch; a second port that
receives operation pressure supplied to the second clutch, in parallel
with the second clutch; a third port and a fourth port through which
operation pressure supplied to the second brake from the second brake
control unit is transmitted inside and outside, respectively; a fifth
port that receives the line pressure; a valve spool that closes the third
port and the fourth port and removes the pressure of the second brake,
only when operation pressure is simultaneously applied to the first port
and the second port, by making the operation pressure of the first port
and the second port correspond to the line pressure of the fifth port.

7. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 5, further comprising a first brake fail-safe valve
that includes: a first port that receives operation pressure supplied to
the second brake, in parallel with second brake; a second port that
receives operation pressure supplied to the second clutch, in parallel
with the second clutch; a third port and a fourth port through which
operation pressure supplied from the first brake control unit to the
first brake is transmitted inside and outside; a fifth port that receives
line pressure through a D-stage port of the manual valve; and a valve
spool that closes the third port and the fourth port and removes the
pressure of the first brake, when operation pressure is applied to any
one of the first port and the second port, by making operation pressure
of the first port and the second port to the line pressure of the fifth
port.

8. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 5, wherein the first clutch control unit, the first
brake control unit, and the second brake control unit are each connected
such that the pressure control unit receives the line pressure from the
D-stage port of the manual valve; and the second clutch control unit is
connected such that the pressure control valve directly receives the line
pressure from the line pressure and lubrication pressure generating unit
without through the manual valve.

9. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 8, further comprising an R-stage fail-safe valve
R-FSV that includes: a first port that is connected with an R-stage port
of the manual valve; a second port and a third port through which the
line pressure supplied from the line pressure and lubrication pressure
generating unit to the second clutch control unit are transmitted inside
and outside, respectively; a valve spool that closes the second port and
the third port, when hydraulic pressure is applied to the first port from
the R-stage port; and a bias spring that makes the valve spool
elastically support the second port and the third port to be opened.

10. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 9, wherein the R-stage fail-sage valve further
includes a fourth port receiving hydraulic pressure pressing the valve
spool together with the bias spring and the fourth port is connected with
the first reducing valve.

11. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 5, wherein the variable force solenoid valve of the
first clutch control unit, the second clutch control unit, and the second
brake control unit are normally-high types that each increase the
solenoid control pressure to the highest level when control current is
not supplied; and the variable force solenoid valve of the first brake
control unit is a normally-row type that does not generate solenoid
control pressure when control current is not supplied.

12. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 1, wherein the first clutch, the second clutch, the
first brake, and the second brake are included in the power train of a
hybrid vehicle that includes: a first planetary gear set including a
first sun gear, a first carrier, and a first ring gear; a second
planetary gear set including a second carrier directly connected to the
first ring gear, a second sun gear, and a second ring gear; a first motor
generator connected to the first sun gear of the first planetary gear
set; a second motor generator connected to the second sun gear of the
second planetary gear set; an engine connected to the first carrier of
the first planetary gear set; an output member connected to the second
carrier of the second planetary gear set, and wherein the first clutch is
disposed to connect/disconnect the first carrier and the second ring
gear, wherein the second clutch is disposed to connect/disconnect the
first carrier and the second sun gear, wherein the first brake is
disposed to restrict rotation of the first sun gear, and wherein the
second brake is disposed to restrict rotation of the second ring gear.

13. A hydraulic control system of a power train for a hybrid vehicle,
comprising: a line pressure and lubrication pressure generating unit that
generates predetermined line pressure and lubrication pressure for
lubrication, using hydraulic pressure supplied from an oil pump; a first
reducing valve and a second reducing valve that generate first reducing
pressure and second reducing pressure by decreasing the line pressure; a
first clutch control unit, a second clutch control unit, a first brake
control unit, and a second brake control unit that receive the line
pressure, the first reducing pressure, and the second reducing pressure
and respectively control a first clutch, a second clutch, a first brake,
and a second brake, which are operating members to control; a manual
valve and a D-R check valve that receive the line pressure, supply the
line pressure to the first brake control unit, the second brake control
unit, and the first clutch control unit in a D-stage state, and supply
the line pressure to the second brake-control unit and the first clutch
control unit in an R-stage state; an R-stage fail-safe valve that stops
the line pressure and the lien pressure directly supplied from the
lubrication pressure generating unit to the second clutch control unit in
the R-stage state; a second brake fail-safe valve that removes the
hydraulic pressure of the second brake when operation pressure is
supplied to both the first clutch and the second clutch; and a first
brake fail-safe valve that removes the hydraulic pressure of the first
brake when operation pressure is supplied to any one of the second brake
and the second clutch.

14. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the line pressure and lubrication
pressure generator includes: a variable force solenoid valve that
receives the second reducing pressure from the second reducing valve and
generates solenoid control pressure; a regulator valve that is controlled
by the solenoid control pressure from the variable force solenoid valve
and generates the line pressure, using the hydraulic pressure supplied
from the oil pump; and a lubrication pressure regulator valve that is
controlled by the solenoid control pressure from the variable solenoid
valve and generates the lubrication pressure, using the hydraulic
pressure from the regulator valve.

15. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the manual valve includes: a line
pressure port that receives line pressure from line pressure and
lubrication pressure generating unit; a D-stage port that supplies line
pressure to the first brake control unit, the second brake control unit,
and the first clutch control unit; an R-stage port that supplies line
pressure to the second brake control unit and the first clutch control
unit; and a valve spool that implements a P-stage and an N-stage at the
same position where the line pressure port is isolated, moves from the
N-stage position to one side such that the line pressure port
communicates with the D-stage port, and to the other side such that the
line pressure port communicates with the R-stage port.

16. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 15, wherein the D-R check valve includes: a first
port that is connected to the D-stage port of the manual valve; a second
port that is connected to the R-stage port of the manual valve; a third
port that is connected to the first clutch control unit and the second
brake control unit; and a valve spool that slides straight such that the
first port communicates with the third port when hydraulic pressure is
supplied to the first port and the second port communicates with the
third port when hydraulic pressure is supplied to the second port.

17. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 16, further comprising an R-N-D static control unit
between the manual valve and the second brake control unit to relatively
rapidly supply the line pressure from the manual valve to the second
brake control unit, and relatively slowly remove the hydraulic pressure
from the second brake control unit.

18. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 17, wherein the R-N-D static control unit is disposed
between the D-R check valve and the second brake control unit, and
includes; an RND check valve that forms only a channel to the second
brake control unit; an orifice that is formed in a channel detouring the
RND check valve; and an accumulator that is disposed between the orifice
and the second brake control unit.

19. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the first brake control unit includes: a
normally-low type variable force solenoid valve that generates solenoid
control pressure using second reducing pressure received from the second
reducing valve; a pressure control valve that is integrally formed at one
side of the variable force solenoid valve and outputs operation pressure
of the first brake, using the line pressure; and a pressure switch valve
that is converted to feedback or stop a portion of operation pressure,
supplied to the first brake, to the pressure control valve, using the
first reducing pressure received from the first reducing valve at one
side and solenoid control pressure from the variable force solenoid valve
from the other side.

20. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the second brake control unit includes: a
normally-high type variable force solenoid valve that generates solenoid
control pressure using second reducing pressure received from the second
reducing valve; a pressure control valve that is integrally formed at one
side of the variable force solenoid valve and outputs operation pressure
of the second brake, using the line pressure; and a pressure switch valve
that is converted to feedback or stop a portion of operation pressure,
supplied to the second brake, to the pressure control valve, using the
first reducing pressure received from the first reducing valve at one
side of a valve spool and solenoid control pressure from a variable force
solenoid valve from the other side.

21. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the first clutch control unit includes: a
normally-high type variable force solenoid valve that generates solenoid
control pressure using second reducing pressure received from the second
reducing valve; a pressure control valve that is integrally formed at one
side of the variable force solenoid valve and outputs operation pressure
of the first clutch, using the line pressure; and a pressure switch valve
that is converted to feedback or stop a portion of operation pressure,
supplied to the first clutch, to the pressure control valve, using the
first reducing pressure received from the first reducing valve at one
side of a valve spool and solenoid control pressure from a variable force
solenoid valve from the other side.

22. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the second clutch control unit includes:
a normally-high type variable force solenoid valve that generates
solenoid control pressure using second reducing pressure received from
the second reducing valve; a pressure control valve that is integrally
formed at one side of the variable force solenoid valve and outputs
operation pressure of the second clutch, using the line pressure; and a
pressure switch valve that is converted to feedback or stop a portion of
operation pressure, supplied to the second clutch, to the pressure
control valve, using the first reducing pressure received from the first
reducing valve at one side of a valve spool and solenoid control pressure
from a variable force solenoid valve from the other side.

23. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, the second brake fail-safe valve includes: a
first port that receives operation pressure supplied to the first clutch,
in parallel with the first clutch; a second port that receives operation
pressure supplied to the second clutch, in parallel with the second
clutch: a third port and a fourth port through which operation pressure
supplied to the second brake from the second brake control unit is
transmitted inside and outside, respectively; a fifth port that receives
the line pressure; a valve spool that closes the third port and the
fourth port and removes the pressure of the second brake, only when
operation pressure is simultaneously applied to the first port and the
second port, by making the operation pressure of the first port and the
second port correspond to the line pressure of the fifth port.

24. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the first brake fail-safe valve that
includes: a first port that receives operation pressure supplied to the
second brake, in parallel with second brake; a second port that receives
operation pressure supplied to the second clutch, in parallel with the
second clutch; a third port and a fourth port through which operation
pressure supplied from the first brake control unit to the first brake is
transmitted inside and outside; a fifth port that receives line pressure
through a D-stage port of the manual valve; and a valve spool that closes
the third port and the fourth port and removes the pressure of the first
brake, when operation pressure is applied to any one of the first port
and the second port, by making operation pressure of the first port and
the second port to the line pressure of the fifth port.

25. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 13, wherein the R-stage fail-safe valve R-includes: a
first port that is connected with an R-stage port of the manual valve; a
second port and a third port through which the line pressure supplied
from the line pressure and lubrication pressure generating unit to the
second clutch control unit are transmitted inside and outside,
respectively; a valve spool that closes the second port and the third
port, when hydraulic pressure is applied to the first port from the
R-stage port; and a bias spring that makes the valve spool elastically
support the second port and the third port to be opened.

26. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 25, wherein the R-stage fail-sage valve further
includes a fourth port providing hydraulic pressure pressing the valve
spool together with the bias spring and the fourth port is connected with
the first reducing valve to receive the first reducing pressure.

27. The hydraulic control system of the power train for a hybrid vehicle
as defined in claim 1, wherein the first clutch, the second clutch, the
first brake, and the second brake are included in the power train of a
hybrid vehicle that includes: a first planetary gear set including a
first sun gear, a first carrier, and a first ring gear; a second
planetary gear set including a second carrier directly connected to the
first ring gear, a second sun gear, and a second ring gear; a first motor
generator connected to the first sun gear of the first planetary gear
set; a second motor generator connected to the second sun gear of the
second planetary gear set; an engine connected to the first carrier of
the first planetary gear set; and an output member connected to the
second carrier of the second planetary gear set, wherein the first clutch
is disposed to connect/disconnect the first carrier and the second ring
gear, wherein the second clutch is disposed to connect/disconnect the
first carrier and the second sun gear, wherein the first brake is
disposed to restrict rotation of the first sun gear, and wherein the
second brake is disposed to restrict rotation of the second ring gear.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority to Korean Patent
Application Number 10-2009-0119717 filed Dec. 4, 2009, the entire
contents of which application is incorporated herein for all purposes by
this reference.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] The present invention relates to a hydraulic control system of a
power train for a hybrid vehicle, in more detail, a hydraulic control
technology for controlling a power train of a hybrid vehicle which can
implement two or more power split modes and three or more fixed-stage
modes.

[0004] 2. Description of Related Art

[0005] FIG. 1 illustrates the configuration of a power train of a hybrid
vehicle using the present invention, which includes an engine Engine, a
first motor generator MG1, and a second motor generator MG2. Further, a
first planetary gear set PG1 and a second planetary gear set PG2 are
provided to receive from the engine and the motor generators, such that
the output for the driving wheels comes from the second planetary gear
set.

[0006] The planetary gear set is a singe pinion planetary gear set
including a first sun gear S1, a first carrier C1, and first ring gear R1
and the second planetary gear set is a single pinion planetary gear set
including a second sun gear S2, a second carrier C2, and a second ring
gear R2, in which the second carrier is directly connected with the first
ring gear and connected to the driving wheels through an output member
Output.

[0007] Total four operating members are connected to the rotary members of
the first planetary gear set and the second planetary gear set to
restrict rotation of the rotary members, such that it is possible to
implement various driving modes with the engine, the first motor
generator, and the second motor generator, as shown in FIG. 2.

[0008] That is, a first brake BK1 is connected to first sun gear S1, a
second brake BK2 is connected to second ring gear R2, a first clutch CL1
is connected between first carrier C1 and second ring gear R2, a second
clutch CL2 is connected between first carrier C1 and second sun gear S2,
engine Engine is connected to first carrier C1, first motor generator MG1
is connected to first sun gear S1, second motor generator MG2 is
connected to second sun gear S2, such that it is possible to implement
various driving modes, in accordance with the operational states of first
brake BK1, second brake BK2, first clutch CL1, and second clutch CL2,
which are the operating members, the engine, and the first motor
generator and the second motor generator.

[0009] The information disclosed in this Background of the Invention
section is only for enhancement of understanding of the general
background of the invention and should not be taken as an acknowledgement
or any form of suggestion that this information forms the prior art
already known to a person skilled in the art.

BRIEF SUMMARY OF THE INVENTION

[0010] Various aspects of the present invention are directed to provide a
hydraulic control system of a power train for a hybrid vehicle that
allows the power train of a hybrid vehicle to implement all of a
plurality of EV modes, a plurality of power split modes, and a plurality
of fixed-stage modes, with a relatively simple configuration, and
achieves satisfactory power performance of the power train and fuel
efficiency and reduce the cost of the valve body.

[0011] An aspect of the present invention provides a hydraulic control
system of a power train for a hybrid vehicle, which includes a line
pressure and lubrication pressure generating unit that generates
predetermined line pressure and lubrication pressure for lubrication,
using hydraulic pressure supplied from an oil pump, a first reducing
valve that generates first reducing pressure by decreasing the line
pressure, a second reducing valve that generates second reducing pressure
by decreasing the line pressure, a first clutch control unit that
receives the line pressure, the first reducing pressure, and the second
reducing pressure and controls a first clutch, a second clutch control
unit that receives the line pressure, the first reducing pressure, and
the second reducing pressure and controls a second clutch, a first brake
control unit that receives the line pressure, the first reducing
pressure, and the second reducing pressure and controls a first brake, a
second brake control unit that receives the line pressure, the first
reducing pressure, and the second reducing pressure and controls a second
brake, and a manual valve MV that receives the line pressure, and
supplies the line pressure to the first brake control unit, the second
brake control unit, and the first clutch control unit in a D-stage state,
and supplies the line pressure to the second brake-control unit in the
R-stage state.

[0012] Another aspect of the present invention provides a hydraulic
control system of a power train for a hybrid vehicle, which includes a
line pressure and lubrication pressure generating unit that generates
predetermined line pressure and lubrication pressure for lubrication,
using hydraulic pressure supplied from an oil pump, a first reducing
valve and a second reducing valve that generate first reducing pressure
and second reducing pressure by decreasing the line pressure, a first
clutch control unit, a second clutch control unit, a first brake control
unit, and a second brake control unit that receive the line pressure, the
first reducing pressure, and the second reducing pressure and
respectively control a first clutch, a second clutch, a first brake, and
a second brake, which are operating members to control, a manual valve
and a D-R check valve that receive the line pressure, supply the line
pressure to the first brake control unit, the second brake control unit,
and the first clutch control unit in a D-stage state, and supply the line
pressure to the second brake-control unit and the first clutch control
unit in an R-stage state, an R-stage fail-safe valve that stops the line
pressure and the lien pressure directly supplied from the lubrication
pressure generating unit to the second clutch control unit in the R-stage
state, a second brake fail-safe valve that removes the hydraulic pressure
of the second brake when operation pressure is supplied to both the first
clutch and the second clutch, and a first brake fail-safe valve that
removes the hydraulic pressure of the first brake when operation pressure
is supplied to any one of the second brake and the second clutch.

[0013] The present invention allows the power train of a hybrid vehicle to
implement all of two or more EV modes, two or more power split modes, and
at least three or more fixed-stage modes, with a relatively simple
configuration, and achieves satisfactory power performance of the power
train and fuel efficiency and reduce the cost of the valve body, remove
possibility of malfunction, and implements a limp home function when a
controller is broken.

[0014] The methods and apparatuses of the present invention have other
features and advantages which will be apparent from or are set forth in
more detail in the accompanying drawings, which are incorporated herein,
and the following Detailed Description of the Invention, which together
serve to explain certain principles of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0015] FIG. 1 is a diagram illustrating a power train of a hybrid vehicle
using the present invention.

[0016] FIG. 2 is a table showing drive modes implemented by the power
train shown in FIG. 1.

[0017] FIG. 3 is a diagram illustrating the configuration of an exemplary
hydraulic control system of a power train for a hybrid vehicle according
to the present invention.

[0018] FIG. 4 is a view showing in detail the manual valve shown in FIG.
3.

[0025] It should be understood that the appended drawings are not
necessarily to scale, presenting a somewhat simplified representation of
various features illustrative of the basic principles of the invention.
The specific design features of the present invention as disclosed
herein, including, for example, specific dimensions, orientations,
locations, and shapes will be determined in part by the particular
intended application and use environment.

[0026] In the figures, reference numbers refer to the same or equivalent
parts of the present invention throughout the several figures of the
drawing.

DETAILED DESCRIPTION OF THE INVENTION

[0027] Reference will now be made in detail to various embodiments of the
present invention(s), examples of which are illustrated in the
accompanying drawings and described below. While the invention(s) will be
described in conjunction with exemplary embodiments, it will be
understood that present description is not intended to limit the
invention(s) to those exemplary embodiments. On the contrary, the
invention(s) is/are intended to cover not only the exemplary embodiments,
but also various alternatives, modifications, equivalents and other
embodiments, which may be included within the spirit and scope of the
invention as defined by the appended claims.

[0028] Referring to FIG. 3, an exemplary embodiment of the present
invention includes a line pressure and lubrication pressure generating
unit RL-CON that generates predetermined line pressure and lubrication
pressure for lubrication, using hydraulic pressure supplied from an oil
pump, a first reducing valve RED1 and a second reducing valve RED2 that
generate first reducing pressure and second reducing pressure
respectively by decreasing the line pressure, a first clutch control unit
CL1-CON, a second clutch control unit CL2-CON, a first brake control unit
BK1-CON, and a second brake control unit BK2-CON that receive the line
pressure, the first reducing pressure, and the second reducing pressure
and respectively control a first clutch CL1, a second clutch CL2, a first
brake BK1, and a second brake BK2, which are operating members to
control, a manual valve MV and a D-R check valve D-R-CV that receive the
line pressure, supply the line pressure to first brake control unit
BK1-CON, the second brake control unit BK2-CON, and first clutch control
unit CL1-CON in the D-stage state, and supply the line pressure to second
brake-control unit BK2-CON and first clutch control unit CL1-CON in the
R-stage state, an R-stage fail-safe valve R-FSV that stops the line
pressure and the lien pressure directly supplied from lubrication
pressure generating unit RL-CON to second clutch control unit CL2-CON in
the R-stage state, a second brake fail-safe valve BK2-FSV that removes
the hydraulic pressure of second brake BK2 when operation pressure is
supplied to both first clutch CL1 and second clutch CL2, and a first
brake fail-safe valve BK1-FSV that removes the hydraulic pressure of
first brake BK1 when operation pressure is supplied to any one of second
brake BK2 and second clutch CL2.

[0029] First clutch CL1, second clutch CL2, first brake BK1, and second
brake BK2 are, as shown in FIG. 1, included in the power train of a
hybrid vehicle that includes, a first planetary gear set PG1 including a
first sun gear S1, a first carrier C1, and a first ring gear R1, a second
planetary gear set PG2 including a second carrier C2 directly connected
to first ring gear R1, a second sun gear S2, and a second ring gear R2, a
first motor generator MG1 connected to first sun gear S1 of first
planetary gear set PG1, a second motor generator MG2 connected to second
sun gear S2 of second planetary gear set PG2, an engine Engine connected
to first carrier C1 of first planetary gear set PG1, and an output member
Output connected to second carrier C2 of second planetary gear set PG2.

[0030] First clutch CL1 is disposed to connect/disconnect first carrier C1
and second ring gear R2, second clutch CL2 is disposed to
connect/disconnect first carrier C1 and second sun gear S2, first brake
BK1 is disposed to restrict rotation of first sun gear S1, and second
brake BK2 is disposed to restrict rotation of second ring gear R2.

[0031] Line pressure and lubrication pressure generator RL-CON includes, a
variable force solenoid valve VFS that receives second reducing pressure
from second reducing valve RED2 and generates solenoid control pressure,
a regulator valve REGV that is controlled by the solenoid control
pressure from variable force solenoid valve VFS and generates the line
pressure, using the hydraulic pressure supplied from the oil pump, and a
lubrication pressure regulator valve LRV that is controlled by the
solenoid control pressure from variable solenoid valve VFS and generates
the lubrication pressure, using the hydraulic pressure from regulator
valve REGV.

[0032] Manual valve MV, as shown in detain in FIG. 4, includes a line
pressure port MV-L that receives line pressure from line pressure and
lubrication pressure generating unit RL-CON, a D-stage port MV-D that
supplies line pressure to first brake control unit BK1-CON, second brake
control unit BK2-CON, and first clutch control unit CL1-CON, an R-stage
port MV-R that supplies line pressure to second brake control unit
BK2-CON and first clutch control unit CL1-CON, and a valve spool MV-SP
that implements a P-stage and an N-stage at the same position where line
pressure port MV-L is isolated, moves from the N-stage position to one
side such that line pressure port MV-L communicates with D-stage port
MV-D, and to the other side such that line pressure port MV-L
communicates with R-stage port MV-R.

[0033] That is, the P-stage and the N-stage are set to the same position
at the center, such that the D-stage state where line pressure port MV-L
communicates with only D-stage port MVD is implemented by moving valve
spool MV-SP to the right side from the P-stage and N-stage and the
R-stage state where line pressure port MV-L communicates with only
R-stage port MV-R by moving valve spool MV-SP to the left side.

[0034] D-R check valve D-R-CV, as shown in FIG. 5, includes a first port
D-R-1 that is connected to D-stage port MV-D of manual valve MV, a second
port D-R-2 that is connected to R-stage port MV-R of manual valve MV, a
third port D-R-3 that is connected to first clutch control unit CL1-CON
and second brake control unit BK2-CON, and a valve spool D-R-SP that
slides straight such that first port D-R-1 communicates with third port
D-R-3 when hydraulic pressure is supplied to first port D-R-1 and second
port D-R-2 communicates with third port D-R-3 when hydraulic pressure is
supplied to second port D-R-2.

[0035] Therefore, D-R check valve D-R-CV operates with selection of the
D-stage and the R-stage of manual valve MV, such that the line pressure
from manual valve MV is supplied to first clutch control unit CL1-CON and
second brake control unit BK2-CON through third port D-R-3, regardless of
that manual valve MV is in the D-stage state or the R-stage state.

[0036] The present embodiment further includes an R-N-D static control
unit R-N-D-CON between manual valve MV and second brake control unit
BK2-CON to relatively rapidly supply the line pressure from manual valve
MV to second brake control unit BK2-CON, and relatively slowly remove the
hydraulic pressure from second brake control unit BK2-CON.

[0037] In the present embodiment, R-N-D static control unit R-N-D-CON is
disposed between D-R check valve D-R-CV and second brake control unit
BK2-CON, and R-N-D static control unit R-N-D-CON, as shown in FIG. 6,
includes an RND check valve RND-CV that forms only a channel to second
brake control unit BK2-CON from D-R check valve D-R-CV, an orifice RND-O
that is formed in a channel detouring RND check valve RND-CV, and an
accumulator RND-ACC that is disposed between orifice RND-O and second
brake control unit BK2-CON.

[0038] R-N-D static control unit R-N-D-CON described above improves
response by allowing line pressure to be rapidly supplied to second brake
BK2 through second brake control unit BK2-CON, when a driver moves the
shift lever from the P-stage or the N-stage to the D-stage or the
R-stage, and relatively slowly removes the hydraulic pressure of second
brake BK2 through second brake control unit BK2-CON to maintain a
predetermined level of hydraulic pressure of second brake BK2, when the
shift lever is moved from the D-stage or the R-stage to the N-stage and
the P-stage, such that control performance is improved when the driver
repeatedly and rapidly moves the shift lever between the N-stage, the
R-stage, and the D-stage, for parking, and rapid response is ensured when
a shift shock does not occur.

[0039] In this configuration, the reason that R-N-D static control unit
R-N-D-CON controls the line pressure supplied to second brake BK2, as
described, is that, as can be seen from FIG. 2, only second brake BK2 is
engaged in both the EV1 mode and the rearward mode, which are used to
start a vehicle, in a hybrid vehicle, and also that second brake BK2 is
the operating member that are used the most driving modes.

[0040] First brake control unit BK1-CON includes a normally-low type
variable force solenoid valve VFS that generates solenoid control
pressure using second reducing pressure received from second reducing
valve RED2, a pressure control valve PCV that is integrally formed at one
side of variable force solenoid valve VFS and outputs operation pressure
of first brake BK1, using the line pressure, and a pressure switch valve
PSW that is converted to feedback or stop a portion of operation
pressure, supplied to first brake BK1, to pressure control valve PCV,
using first reducing pressure received from first reducing valve RED1 at
one side and solenoid control pressure from variable force solenoid valve
VFS from the other side.

[0041] Second brake control unit BK2-CON includes a normally-high type
variable force solenoid valve VFS that generates solenoid control
pressure using second reducing pressure received from second reducing
valve RED2 and, a pressure control valve PCV that is integrally formed at
one side of variable force solenoid valve VFS and outputs operation
pressure of second brake BK2, using the line pressure, a pressure switch
valve PSW that is converted to feedback or stop a portion of operation
pressure, supplied to second brake BK2, to pressure control valve PCV,
using first reducing pressure received from first reducing valve RED1 at
one side and solenoid control pressure from variable force solenoid valve
VFS from the other side.

[0042] First clutch control unit CL1-CON includes a normally-high type
variable force solenoid valve VFS that generates solenoid control
pressure using second reducing pressure received from second reducing
valve RED2 and, a pressure control valve PCV that is integrally formed at
one side of variable force solenoid valve VFS and outputs operation
pressure of first clutch CL1, using the line pressure, a pressure switch
valve PSW that is converted to feedback or stop a portion of operation
pressure, supplied to first clutch CL1, to pressure control valve PCV,
using first reducing pressure received from first reducing valve RED1 at
one side and solenoid control pressure from variable force solenoid valve
VFS from the other side.

[0043] Second clutch control unit CL2-CON includes a normally-high type
variable force solenoid valve VFS that generates solenoid control
pressure using second reducing pressure received from second reducing
valve RED2 and, a pressure control valve PCV that is integrally formed at
one side of variable force solenoid valve VFS and outputs operation
pressure of second clutch CL2, using the line pressure, a pressure switch
valve PSW that is converted to feedback or stop a portion of operation
pressure, supplied to second clutch CL2, to pressure control valve PCV,
using first reducing pressure received from first reducing valve RED1 at
one side and solenoid control pressure from variable force solenoid valve
VFS from the other side.

[0044] That is, first brake control unit BK1-CON, second brake control
unit BK2-CON, first clutch control unit CL1-CON, and second clutch
control unit CL2-CON all have substantially the same structure, and
respectively includes variable force solenoid valve VFS that generates
the solenoid control pressure, using the second reducing pressure from
second reducing valve RED2, pressure control valve PCV that is integrally
formed an one side of variable force solenoid valve VFS and outputs the
operation pressure for one corresponding operating member to control in
first brake BK1, second brake BK2, first clutch CL1, and second clutch
CL2, using the line pressure received, and pressure switch valve PSW that
is converted to feedback or stop a portion of the operation pressure
supplied to the corresponding operating member to control to pressure
control valve PCV, using the first reducing pressure received from first
reducing valve RED1 at one side of the valve spool and the solenoid
control pressure received from variable force solenoid valve VFS from the
other side.

[0045] Therefore, in the figures, variable force solenoid valve VFS,
pressure control valve PCV, and pressure switch valve PSW are designated
by the same reference numerals and FIG. 7 representatively shows the
structure of first clutch control unit CL1-CON in detail.

[0046] Second brake fail-safe valve BKS-FSV, as shown in detail in FIG. 8,
includes a first port BK2-1 that receives operation pressure supplied to
first clutch CL1, in parallel with first clutch CL1, a second port BK2-2
that receives operation pressure supplied to second clutch CL2, in
parallel with second clutch CL2, a third port BK2-3 and a fourth port
BK2-4 through which operation pressure supplied to second brake BK2 from
second brake control unit BK2-CON is transmitted inside and outside,
respectively, a fifth port BK2-5 that receives the line pressure, a valve
spool BK2-SP that closes third port BK2-3 and fourth port BK2-4 and
removes the pressure of second brake BK2, only when operation pressure is
simultaneously applied to first port BK2-1 and second port BK2-2, by
making the operation pressure of first port BK2-1 and second port BK2-2
correspond to the line pressure of fifth port BK2-5.

[0047] Therefore, the hydraulic pressure of second brake BK2 is
structurally removed while the operation pressure is respectively
supplied to first clutch CL1 and second clutch CL2, which is because,
referring to FIG. 2, a power train for a hybrid vehicle using the present
invention do not have a mode for connecting first clutch CL1 and second
clutch CL2 with second brake BK2.

[0048] Further, as described above, since first clutch control unit
CL1-CON, second clutch control unit CL2-CON, and second brake control
unit BK2-CON respectively includes normally-high type variable force
solenoid valve VFS that increases the solenoid control pressure to the
highest level, when they cannot be supplied with control current, the
operation pressure can be supplied to first clutch CL1, second clutch
CL2, and second brake BK2, when malfunction occurs in the electric
device, in which when the operation pressure is supplied to both of first
clutch CL1 and second clutch CL2, second brake fail-safe valve BK2-FSV
mechanically stops and remove the operation pressure for second brake BK2
and generates that a 1,1 transmission gear ratio mode of two-stage fixed
gear ratio, such that a limp home function can be implemented.

[0049] First brake fail-safe valve BK1-FSV, as shown in detail in FIG. 9,
includes a first port BK1-1 that receives operation pressure supplied to
second brake BK2, in parallel with second brake BK2, a second port BK1-2
that receives operation pressure supplied to second clutch CL2, in
parallel with second clutch CL2, a third port BK1-3 and a fourth port
BK1-4 through which operation pressure supplied from first brake control
unit BK1-CON to first brake BK1 is transmitted inside and outside, a
fifth port BK1-5 that receives line pressure through D-stage port MVD of
manual valve MV, and a valve spool BK1-SP that closes third port BK1-3
and fourth port BK1-4 and removes the pressure of first brake BK1, when
operation pressure is applied to any one of first port BK1-1 and second
port BK1-2, by making operation pressure of first port BK1-1 and second
port BK1-2 to the line pressure of fifth port BK1-5.

[0050] Therefore, while operation pressure is supplied to any one of first
brake BK2 and second clutch CL2, first brake fail-safe valve BK1-FSV
removes hydraulic pressure of first brake BK1, and this is for
structurally prevent an unexpected operational state is formed by first
brake fail-safe valve BK1-FSV in any case, because, referring to FIG. 2,
first brake BK1 is not connected with any member other than first clutch
CL1 at a third fixed-stage mode.

[0051] R-stage fail-safe valve R-FSV, as shown in detail in FIG. 10,
includes a first port R-1 that is connected with an R-stage port MV-R of
manual valve MV, a second port R-2 and a third port R-3 through which the
line pressure supplied from line pressure and lubrication pressure
generating unit RL-CON to second clutch control unit CL2-CON are
transmitted inside and outside, respectively, a valve spool R-SP that
closes second port R-2 and third port R-3, when hydraulic pressure is
applied to first port R-1 from R-stage port MV-R, and a bias spring R-S
that makes valve spool R-SP elastically support second port R-2 and third
port R-3 to be opened.

[0052] In the present embodiment, R-stage fail-sage valve R-FSV further
includes a fourth port R-4 providing hydraulic pressure pressing valve
spool R-SP together with bias spring R-S and fourth port R-4 is connected
with first reducing valve RED1 to receive the first reducing pressure.

[0053] Although valve spool R-SP can make second port R-2 and third port
R-3 connected with each other, only with bias spring R-S, unless R-stage
operation pressure is applied to first port R-1, in order to ensure more
stable operability, it has fourth port R-4 such that the first reducing
pressure supplements the elastic force of bias spring R-S.

[0054] The power train for a hybrid vehicle according to an exemplary
embodiment of the present invention can generate electricity with second
motor generator MG2 by connecting only second clutch CL2 for charging the
battery, and driving engine Engine, in the P-stage or N-stage state,
which is performed by a controller without a user.

[0055] In order to implement the states, by making second clutch control
unit CL2-CON be directly supplied with the line pressure, which is
supplied for the operation pressure of second clutch CL2, through not
manual valve MV, but R-stage fail-safe valve R-FSV, when R-stage
operation pressure is supplied to R-stage fail-safe valve R-FSV by
selecting the R-stage in manual valve MV, the line pressure supplied to
second clutch control unit CL2-CON is mechanically stopped, thereby
preventing second clutch CL2 from being mechanically connected.

[0056] The foregoing descriptions of specific exemplary embodiments of the
present invention have been presented for purposes of illustration and
description. They are not intended to be exhaustive or to limit the
invention to the precise forms disclosed, and obviously many
modifications and variations are possible in light of the above
teachings. The exemplary embodiments were chosen and described in order
to explain certain principles of the invention and their practical
application, to thereby enable others skilled in the art to make and
utilize various exemplary embodiments of the present invention, as well
as various alternatives and modifications thereof. It is intended that
the scope of the invention be defined by the Claims appended hereto and
their equivalents.